Hydrocarbon and gas-im pulse feeder for gas-engines



(No Model.) E I 2 sheets-sheet 2l,

T. SHAW.

HYDROGARBON AND GAS IMPULSE FEEDER EUR GAS ENGINES. No. 36?;936.Patented Aug. 9, 1887.

N. PETER mumiagmplnr. washing D. c.

UNITED Y STATES PATENT OEI-ICEo THoMAs sHAw, or PHILADELPHIA,PENNSYLVANIA.

HYDROCARBON AND GAS-IMPULSVE FEEDER FOR GAS-ENGINES.

SPECIFICATION forming part of Letters Patent No. 367,'936, dated August9, 1887.

Application tiled March 17, 1887. Serial No. 231,239. (No model.)

To all whom/'it may concern,.-

Be it known that I, THOMAS SHAW, of the city and county of Philadelphia,Pennsylvania, have invented a new and Improved Hydrocarbon Feeder andGas-Impulse Feeder for Gas-Engines; and I hereby declare the followingto be a full, clear, and exact description of the same, reference beinghad to the accompanying drawings, and to the letters of reference markedthereon.

My invention consists in the apparatus hereinafter explained, designedand arranged to saturate the gas with heavy hydrocarbon iiuids andimpulse-feeder for gas-engines.

The object of the invention is to cheapen the running cost ofgas-engines and to permit the use of gas-lights on thersame system ofpipes. n

In order to enable others to use and practice my invention, I willproceed -to describe its construction and operation.

On reference to the accompanying drawings, which form part lof thisspcciiication, Figure l represents a vertical section lthrough theapparatus for feeding heavy hydrocarbon iluids, which apparatus isoperated and used only in connection with a gas-engine and an ordinarysingle-acting air-pump, all operating in the manner and for the purposehereinafter explained. Fig. 2 shows the impulse gas feeder, and Fig. 3 atransverse view of the same.

Similar letters refer to similar parts.

The type of gas-engine selected, in connection with the apparatus inthis description, is known as the ()tto gas-engine,7 the gas-feed pipeof which is connected at f to a vertical cast-iron cylinder, d, and theexhaust of which is connected with pipe a'with cast-iron cylinderb. Theexhaust is caused to traverse the annular space and the bottom spacebetween provided on its upper end with a weight, 7c. The said hub on cap7iy and the central bolt of diaphragm is slotted for the reception ofend of lever m, which lever is caused to actuate an ordinary air-valve,i, through valve-stein p, operating from fulcruin a. The metal domecap hof cylinder d is secured firmly in place by the bolts shown,\and isprovided with a small aperture in top of said cap to permit the accessof air above the diaphragm.

The hydrocarbon iiuid e is placed in cylinder d through ordinaryaperture in side of cylinder on line of pipe f. Said aperture isafterward closed by ordinary screw-plug. The valves t t indicate themaximum and minimum quantities of contained iiuid. The tube u connectswith ordinary single-acting air-pump operated from the crank ofvalve-axle, which gives one expulsion of air for each intake of gas. Theeifect of each expulsion of air is to operate an atomizer, s, thecompressed air in tube a leading to the jet of atomizer after passingthrough valve r. The amount of gas and atomized fluid of intake iscontrolled by the governor and regulating-valve in the same man- Iier asthe gas is controlled without the attachment of said invention. If anexcess of air should accumulate in chamber d by reason ofthe engine notrequiring the excess quantity, the accumulated pressure in chamber dwill elevate the diaphragm o and the slotted central bolt and. itsattachment weight k to the elevated position shown, the effect of whichis to close valve i', cutting off the supply of air, and permitting theair-pumpy to work on a compressing and expanding air-cushion, confiningthe'same to the spaces provided in the pump-passages until the enginehas taken the excess and permitted the atomizer to opcrate, as beforementioned. The expulsion of air through the described atemizer can beset to give maximum quantity at the moment when the engine is taking itssupply. This feature can be modified to suit the different make ofengine. The cylinder e is Vkept to a temperature of two hundred or moredegrees by absorbing the heat from the exhaust when traversing the spacebetween the two cylinders. This elevation of temperature superheats thegas, and when combined with the described atomization gives a greaterexplo- IOO sive effect and enables the use of high fire-test oilsacceptable to hre-insurance companies.

The weight l: is made more or less heavy, according to the pressuredesired in chamber d, and a spring can be substituted for said Weight,if desired, without alteration in the result.

Agas-engine can be run with this device with less than one-fourth theamount of gas usually required for thesame power, the oils beingsubstituted for the gas in an atomized condition. It practicallyconverts a gas-engine into an oil-engine, with all the advantagesofagasengine ofcertainty ofa'ction when engine slows up for any cause,or when the engine is cold, &c., the gas comes into play for positiveaction.

The regular iiexible gas-bag w of gasengine is provided with abow-spring, c, provided with pads of wood or other suitable material onits inner ends to prevent wear of bag. The spring is set to give atension e'ompressingthe bag, but weak enough to permit the gas toexpandagainst the resistance of said spring. The purpose of said spring is torender it possible to use gas-lights on the same system of pipes toprevent the extinguish ment of the lights, and to prevent the greatalteration of the same; also, to permit gas-engines to be run withsmaller feed-pipes for gas, utilizing in most cases old pipes already inplace. The immediate effect in operation of said spring c upon thegas-bag is to supply by quick contraction each supply of gasto theengine, and to recover its supply of gas at longer intervals betweeneach impulse, giving a highly useful result.

I am aware that there has been combined with an elastic collapsiblegasbag a springlever bearing on one side thereof adapted to be moved asit became distended and operatively connected willi a valve controllingthe supply of gas to the bag. I am also aware that there has beencombined with a gas-bag a spring attached to one side thereof and operating to distend the bag as it becomes eollapsed, whereby it operatesas a pump, and I disclaim such older devices; butlbelieve that I am thefirst to supplement the elasticity of the bag by a spring bearing on theopposite sides thereof in the manner shown, which construction insuresthat the bag shall be supported equally on both sides, so there is nodanger of pushing the bag se far to one side as to rupture itsconnection with the metallic tubes to which it is united, as might bethe case wcrea freely-suspended bag borne upon by a spring on one sideonly. Y Y Y It will be evident that the several parts can beconsiderably modified without any alteration in the result.

I do not in this ease claim any invention claimed in anotherapplication, Serial No. 231,365, iiled by me March 18, 1,887, showing aconstruction in some respects similar to that herein shown anddescribed.

\Vhat I claim, and desire to secure by Letters Patent, is-

l. In gas-engines, the combination of the gas-cylinder d, containing ahydrocarbon oil, an atomizer situated in said cylinder above the oil,and asuperheating-jaeket surrounding the cylinder, substantially asdescribed.

2. In gasengines, the combination of a receiver containing a hydrocarbonoil, an atomizer for spraying said oil and commingling it with air, anair-forcing mechanism for supplying air to the atomizer, a chamber inwhich the comminglcd air and hydrocarbon is received, a diaphragmoperated by the pressure in last said'ehamber, and a valve for regulating the passage of air to the atomizer coutrolled by said diaphragm,substantially as described.

In gas-engines, the combination, with a gasbag, of a bow-spring providedwith pads bearing upon opposite sides of the bag, substantially as andfor the purpose set forth.

THOMAS SHAW.

li tuesses:

Cona I. SIL-tw, GEORGE lt. Moons, Jr.

